【作者】

Jörg Erdtmann

【摘要】

该论文已在芬兰赫尔辛基举行的第28届CIMAC大会上发表。论文的版权归CIMAC所有。The coming into force of the IMO TIER III requirements have brought many problems for the Engine Users with the conversion of engines to use new fuels plus the need for new lubricating oils to suit these new fuels. At the time of writing the operation of dual-fuel engines is not guaranteed 100%. All of this represents changes and uncertainties for the Users when the turbocharging situation, especially on 4-S engines and blower failures on 2-S engines have not been fully resolved. In addition, the use of exhaust gas scrubbers, is not yet a certainty for many. In the European Emission Control Area (ECA) only one case has been recorded so far where Exxon HDMA 50 fuel was mixed with HFO. That gave asphaltenes fall out and the storage tank had to be cleaned manually. With the HFO limited to only 4.0% (not a realistic figure on board ship) the storage tank still needed stripping. Therefore, in the longterm ship operators cannot live with different brands of fuel oil. There must be an ISO Standard which would ensure the mixability of new fuel grades. Such an ISO Standard must be so that it can fixed within a charter party while quality control and international supply will be the same at every port. The RND 80 mix, according to the ISO Standard 8217, may be the future standard as proposed by many suppliers. At the same time, there are quite a number of problems with large 4-S engines using Marine Gas Oil (MGO) when operating in ECA’s. An example of this is that fuel leaks into the lube oil trunk at a rate of up to 1.5 tonne in 7 hours. Therefore, there is a distinct risk of bearing failures or fire in the lube trunk. The oil cooling system for the fuel injectors is also under investigation. All of this means increased costs to the operator (the Engine User) at a time when all costs are rising and profits are often in decline.

【会议名称】

第28届CIMAC会议

【会议地点】

芬兰 赫尔辛基

【下载次数】

2

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